elliott



(No Model.)

R. C. ELLIOTT.

RAILROAD `GATE.

No. 356,402. 'Patented' Jan., 18, 1887.

WITNESSES UNTTnn STATES PATENT @Trina ROBERT O. ELLIOTT, OF PRAIRIE CREEK, INDIANA, ASSIGNOR OF ONE-HALF TO JAMES V. NEBERGALL, ,OF SAME PLACE.

RAILROAD-GATE.

SPECIFICATION fermimy part of Letters Patent No. 355,402, dated January 18, 1887.

Application filed September 16, 1885. Renewed December 16, 1886. Serial No. 221,752. (No model.)

T all whom, t may concern:

Be it known that I, ROBERT C. ELLIOTT, a citizen ofthe United States, residing at Prairie Creek, in the county of Vigo and State of Indiana7 have invented certain new and useful Improvements in Railroad-Gates; and I do declare the following to be a full, clear, and eX- act description of the invention, such as will enable others skilled in the art to which it apro pertains to make and use the same, reference being had to the accompanying drawings,and to letters or figures of reference marked thereon, which form a part of this specification.

Figure l of the drawings is a plan view. I5 Fig. 2 is a vertical longitudinal section. Fig. 3 is a transverse section. Fig. 4 is a sectional view taken on the lines X X of Fig. l.

This invention relates to gates on railroads, to prevent cows or other stock from passing 2o down and across the track in the vicinity of crossings or at other points where they may have easy access to the track.

The gateis intended to take the place of the ordinary pits covered with bars, which are likely to break the legs of animals venturing thereon', and is so arranged that it will be thrown down automatically by the approaching train.

Referring to the accompanying drawings by 3o letters, A designates a section of a railroad having the bearings a a secured to opposite points of its sides. In these bearings turns the shaft B, having at its center the double crank B, and at equal distances on each side of its center the single cranks b b. The ends of the shaft B outside of its bearings are provided with the arms C C at right angles to the shaft and extending in opposite directions, as shown. To the end of the arm C a cord or 4o twine, c, is attached, which passes thence over the sheave D in a vertical bar, E, and has a weight, d, secured to its depending end. To the end of the arm C a cord or wire, J, is attached, which passes thence over a sheave,D, in a vertical bar, E', and has a weight, d', se-

cured to its depending end. The weights d and d are equal and balance each other, so that the bars f, which project upward from the shaft and form the gate F stand vertical 5o in their normal position.

turn down the gate.

G is a lever-arm having one end journaled to the crank b of the shaft B, and extending thence to one side of the shaft B in proximity with the rail, to which it is held by the slot g in its end, and a bolt, x, passing through the rail and through said slot. The outer end of f the lever-arm G is so formed that when t-he flange of the wheel of the locomotive presses upon it it will move far enough inward to rotate the crank I) sufficiently to turn down the gate F.

G is a lever-arm,similar to the lever-arm G, arranged on the other side of the shaft B, ad-

jacent to the opposite rail,and connected similarly to the crank b of shaft B. g is a slot through the lever-arm G', and a is the retaining-bolt, similar to and having the same function kas the bolt x on the other side.

H and H are longitudinal lever-arms situated centrally between the rails, running in opposite directions, each connecting at its inner end with the double crank B o n the shaft B, and arranged to slideiin proper supports. The outer ends ofthe arms H H are so formed that the arms can be moved by the approach- 7 5 inglocomotive, and thereby turn the crank so as to depress the gate.

Vhen the gate and weights are in their normal position, the latter cause the gate to stand erect and prevent the passage of cows or other 8o stock; but upon the passage of the train the lever-arms G G and H H are so actuated as to depress the gate and allow the cars to pass thereover without striking the same.

It is obvious that when the cow-catcher ofa locomotive strikes the lever-arms H H it will turn the crank-shaft B, and consequently the gate, no matter what position the said crankshaft may be in. It will also be perceived that by the employment of thelevers G G the 9o gate will be prevented from rising until the last carihas passed, l

I am aware that it is not broadly new to arrange a railway-gate on a rock-shaft transversely of the track, and provide sliding levers in connection-with the gat.e which are adapted to be engaged by a traveling train to I am also aware that a rock-shaft carrying A a gate has been provided with crank-arms havroo ing Weighteonneetions to keep the gate in its with the said shaft and arranged to be engaged normal position. by the Wheels of a traveling car, substantially Having thus deseribedvmy invention, what as specified. I desire to secure by Letters Patent is- In testimony whereof I alxmy signature in 5 The combination of :i gate supported on a presence'of two Witnesses. cranked rock-shaft, means for holdin(r the 0ate in its normal position, the leversH I-, llaing ROBERT C' ELLOT F their outer ends arranged in slide-bearings XVitnesSeS: and their inner ends connected to the orank- O. L. IVILSON, 1o shaft, and the similar levers, G G', connected T. R. COLGLAZIER. 

